Automatic signaling mechanism for automobiles and other vehicles



Aug. 10, 1948. 2,446,870

H. S. DAVIS AUTOMATIC SIGNALING MECHANISM FOR AUTOMOBILES AND OTHERVEHICLES Filed Oct. 2, 1945 3' Sheets-Sheet 1 ABgVECRITIGALfitgowcm'rlcm.

FEED PEEO hwnvrac HENRY SPIGER DAVIS ATTORNEYS Aug. 10, 1948. s, DAVls2,446,870 A AUTOMATIC SIGNALING MECHANISM FOR AUTOMOBILES AND OTHERVEHICLES Filed Oct. 2, 1945 3 Sheets-Sheet 2 F ROM EUNNING'GEAR OFVEHICLE /6 B/ I 52 c9 1 I L E5 P1131 30 10' i a? 2e 57 Ru I Ii GERR-OFVEHICLE FIG. 6.

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AUTOMATIC SIGNALING MECHANISM FOR AUTOMOBILES AND OTHER VEHICLES FiledOct. 2, 1945 s Sheets-Sheet .5

//Vl//VTOR HENRY S leen Dmns Patented Aug. 1Q, 1948 AUTOMATIC SIGNALINGMECHANISM FOR AUTOMOBILES AND OTHER VEHICLES Henry Spicer Davis, WestHaven, Conn.

Application October 2, 1945, Serial No. 619,739

14 Claims.

The present invention relates to improvements in signaling-mechanismsand relates more particularly to improvements in automaticsignaling-mechanisms designed to control automatic signaling systems forautomobiles and other vehicles.

The signalingmechanism of the present invention constitutes improvementsupon the mechanisms illustrated in my prior Patents Nos. 2,030,246,2,072,246 and 2,118,775, respectively dated February 11, 1936, March 2,1937, and May 24, 1938.

One of the objects of the present invention is to provide at a low costfor manufacture a superior, simple and reliable signaling-mechanism ofthe character referred to whereby the frequency of an intermittentelectric signal may be increased as the speed of the vehicle decreases,to thereby indicate to observers a change of speed in a manner designedto more surely attract attention.

Another object of the present invention is to provide a simple, reliableand effective signalingmechanism of the character referred to wherebythe character of an electric signal may be automatically changed as thespeed of a vehicle increases or decreases with respect to apredetermined or preselected speed.

A further object of the present invention is to provide a superiorsignal-mechanism for vehicle signals capable of discharging the dualfunction of increasing the frequency of an intermittent electric signalas the speed of the vehicle decreases, and of providing a definitechange in the character of the signal when the speed of the vehiclechanges to one below or above a predetermined or preselected speed.

Still another object of the present invention is to provide a superiorsignaling-mechanism of the character referred to which will require aminimum of power for its operation.

With the above and other objects in view, as will appear to thoseskilled in th art from the present disclosure, this invention includesall features in the said disclosure which are novel over the prior art.

In the accompanying drawings, in which certain modes of carrying out thepresent invention are shown for illustrative purposes:

Fig. 1 is a schematic and diagrammatic illustration of one form ofsignaling system in which a control-mechanism embodying the present in-Vention is included;

Fig. 2 is a top or plan View of a portion of the control-mechanism ofFig. 1;

Fig. 3 is a View of the general nature of Fig. 1 but showing anotherform of signaling system and control-mechanism therefor;

Fig. 4 is a top or plan view of a portion of the control-mechanism ofFig. 3;

Fig. 5 is an end view of the control-shaft showing a Planetary type ofgear-assembly thereon; and

Fig. 6 is a view partly in side elevation and partly in section on theline 6-6 of Fig. 5.

The apparatus of Figs. 1 and 2 The particular signaling system chosenfor illustration in Figs. 1 and 2 for purposes of making clear one formof the present invention includes a control-mechanism designated as awhole by the reference character Ill. The said controlmechanism includesa control-shaft l l which may be supported for rotation in any suitablebearings (not shown). To the intermediate portion of the control-shaftII is rigidly secured gearcarrying means comprising a collar [2 fromwhich radially-projects a stud 13. On the outer portion of the stud l3 abevel driven-gear M is mounted with freedom for rotation which latter,in addition to having rotation about the stud l3, also has bodilymovement therewith around the control-shaft II as a center, in a manneras will more fully hereinafter appear. Th driven-gear H3 meshes atdiametrically opposite points respectively into a bevel drive-gear l5and a bevel drive-gear l6 respectively located on opposite sides of thecollar l2 before referred to.

The drive-gear 15 above referred to forms a rigid feature of the innerend of a hub I! which i mounted with freedom for rotation upon theadjacent portion of the control-shaft II. The said hub I1 is alsoprovided with a rigid wormwheel l8 which is meshed into and driven by aworm l9 rigidly carried by a drive-shaft 20. The said drive-shaft 20 maybe connected in a y suitable manner to a running portion of anautomobile or other vehicle in such manner that the speed of the saiddrive-shaft changes with the changes in the speed of the vehicle. Aconvenient point of an automobile structure to utilize to turn thedrive-shaft 20 is the speedometerdrive forming a common feature ofpresent-day automobiles.

The drive-gear I6 above referred to forms a rigid feature of the innerend of a hub 2| which, like the hub l1, before referred to, is mountedwith freedom for rotation upon the control-shaft H. Also like the hubI1, the hub 2| is provided with a rigid worm-wheel 22 which is meshedinto and driven by a worm 23, as will be seen by reference to the upperportion of Fig, 1 and by reference to Fig. 2. The worm 23 forms a rigidfea ture of a drive-shaft 24 which in the instance shown is the shaft ofan electric motor 25. The said electric motor is preferably offractional horsepower of the shunt-wound type or other suitable typewhich will provide substantially constant speed.

As is indicated by arrows in Fig. 2, the electric motor 25 serves toturn the drive-gear IS in a direction opposite to the direction in whichthe drive-gear I5 is driven from the drive-shaft 29 when the vehicle ismoving forwardly, for purposes as will hereinafter appear.

Rigidly mounted upon the control-shaft H so as to rotate therewith is acontrol-cam 26 having four (more or less) cam-lugs 21 projectingradially from its periphery, as is indicated in Fig. 1.

Mounted in the path of movement of the camlug 21 of the control-cam 26is a roller 28 mounted in the adjacent end of an actuating-lever 29which is pivoted about midway of its length to the adjacent end of aswitch-operating lever 30. The said switch-operating lever 39 is in turnmounted for pivotal movement intermediate its respective opposite ends,as is clearly illustrated in the upper portion of Fig. 1.

The turning movement of the lever 30 in a counterclockwise direction islimited by the engagement of the under face of its inner arm with astop-member 3 I. A helical spring 32 is attached to the inner end of theactuating-lever 29 to yieldingly hold the inner arm of the saidactuating-lever in engagement with the under face of the outer arm ofthe switch-operating lever 39. The said spring 32 also serves toyieldingly hold the inner arm of the switch-operating lever 30 inengagement with the stop-member 3|.

For purposes as will hereinafter appear, the actuating-lever 29 isadapted to pivot in a counterclockwise direction with respect to theswitchoperating lever 30, but to itself turn the said lever 30 in aclockwise direction when an effort is made by the cam-lugs 21 to turnthe said actuating-lever 29 in a clockwise direction.

Located below the roller 28 and also adapted to be engaged by thecam-lugs 21 of the control-cam 26 is a roller 33 mounted in the adjacentend of an actuating-lever 34. The said actuating-lever 34 is pivotallyconnected intermediate its respective opposite ends to the outer ends ofa switchoperating lever 35 which in turn is also pivoted intermediateits respective opposite ends.

The switch-operating lever 35, just above referred to, normally extendsin substantial parallelism with the switch-operating lever 39 beforedescribed and has its inner end connected thereto by a helical spring 36as is indicated in the upper portion of Fig. 1. Attached to the innerarm of the actuating-lever 34 is a helical spring 31 which serves toyield'ingly hold the actuating-lever 34 against clockwise turningmovement with respect to the switch-operating lever 35 as well asserving to maintain the inner arm of the said lever 35 in engagementwith the under portion of the stop-member 3|.

The actuating-lever 34 above referred to will serve to positively turnthe switch-operating lever 35 in a counterclockwise direction when thecamlugs 21 of the control-cam 26 tend to move the roller 33 upwardly. Onthe other hand when the said cam-lugs 2T tend to move the roller 33downwardly the actuatinglever 34 will swing against 4 the tension of thespring 31 without moving the switch-operating lever 35.

The inner arm of the switch-operating lever 39 is engaged by a block ofinsulation 38 depending from the outer end of a flexible switch-arm 39.The switch-arm 39 is provided with a de pending-contact 40 which isnormally engaged with a contact 4| upwardly projecting from the free endof a flexible switch-arm 42.

The inner arm of the switch-operating lever 35 is adapted on occasion toengage the upper end of a block of insulation 43 projecting upwardlyfrom the right end of a flexible switcharm 44. Depending from the freeright end of z; the switch-arm 44 is a contact 45 which is adapted toengage with a contact 46 projecting upwardly from the adjacent end of aflexible switch-arm 41. Inwardly from its free end, the switch-arm 44 isprovided with a contact 48 depending therefrom and adapted on occasionto engage with a complemental contact 49 projecting upwardly from theadjacent end of a flexible switch-arm 59. The flexible switch-arms 39,42, 44, 41 and 59 extend in parallelism with each other and have theirleft ends spaced and insulated from each other by suitable insulationindicated by the reference character 5|.

The control-mechanism H] which has been described above, is adapted tocontrol the energization of three signal-lamps respectively designatedby the reference characters 52, 53 and 54 or other suitable electricsignals, in a manner as will hereinafter appear. The said signal-lampsare preferably mounted at the exterior rear of the vehicle in positionto be readily observed by extraneous observers.

The switch-arm 39 of the control-mechanism I9 is connected by means of awire 55 to a contact 56 which is adapted to be engaged by an armature5'! mounted adjacent one end of an electromagnet 58. One terminal of thesaid electromagnet, as well as the armature 51, is connected by means ofa wire 59 to the switch-arm 59 of the control-mechanism ID.

The remaining terminal of the electromagnet 58 above referred to isconnected by means of a wire to an armature 6| located adjacent thelower end of the said electromagnet 58, and to a pivotal switch-arm 62mounted adjacent the brake-pedal 53 of an automobile or other vehicle.

The switch-arm 62 is urged to swing downwardly into engagement with acontact 64 by means of a spring 65. The contact 54 with which theswitch-arm 62 is adapted to engage is connected by means of a wire 66 toa contact 61 which is adapted to be engaged by a pivotal switch-blade 68which, in turn, is connected to one terminal of a storage battery 59 orother suitable source of electrical energy. The switch elements 5? and68 constitute what might be aptly termed a master switch, since the saidelements control the flow of current to the entire signaling system, andthe switch-blade 68 is preferably situated in the automobile or othersuitable vehicle, in position to be readily manually manipulated by theoperator of the vehicle.

To enable the operator of the vehicle to manually energize thesignaling-system independently of the electrical circuit through theswitch-arm 62 and its complemental contact 64, a pushbutton switch 19 isinterposed in a wire H leading from the wire 66 to the wire 60, as isindicated in Fig. 1.

Returning now to the brake-pedal 63, the said brake-pedal is pivotallymounted at its lower end upon a bracket I2 and is yieldingly urged toturn in a direction required to elevate its free end by means of ahelical compression-spring. I3, as is indicated in Fig. 1.

Pivotally connected to the brake-pedal 53 adjacent the free end thereofis a brake-operating plunger I4 which is provided with a collar 75adapted to engage a block of insulation I6 mounted on the underside ofthe free end of the switcharm 62 before described.

When the brake-pedal 63 is relieved of foot pressure, the spring I3thereof is of sufiicient strength to cause the collar I5 of thebrake-operating plunger 14 to elevate the free end of the switch-arm 52against the tension of the spring 65.

Returning now to the armature 5| adjacent the lower end of theelectromagnet 58, it will be noted by reference to Fig. 1 that when theelectromagnet is not energized, the free end of the said armature SIrests upon a contact T! which is connected by means of a wire I8 to thesignal-lamp 52 before referred to. Mounted above the contact I1 andadjacent the free end of the armature BI, is a contact I9 connected bymeans of a wire 80 to one terminal of the signal-lamp 55 before referredto.

Connected into the wire 8 just above referred to, is a wire 8I leadingto one terminal of an electromagnet 82. The remaining terminal of thesaid electromagnet is connected by means of a wire 83 to the switch-arm4'! of the controlmechanism III, Located adjacent the lower end of theelectromagnet 82 is a pivotal armature 84 having its pivoted endconnected by means of a wire 85 to the wire 60 leading from theswitcharm 62 located adjacent the brake-pedal 53. The free end of thearmature 8 3 rests upon a contact 85 when the electromagnet 82 isunenergized. The said contact 85 is connected by means of a wire 8'! toone terminal of the signal-lamp 53 before referred to.

Spaced above the contact 86 in position to be engaged by the armature 86when the same is raised by the electromagnet 82, is a contact 88connected by means of a wire 89 to the wire 18 extending between thesignal-lamp 52 and the contact 11.

Extending from one terminal of the electric motor of thecontrol-mechanism I8 is a wire 90 having its opposite end connected intothe wire 56 so as to be under the control of the masterswitch comprisingthe elements 61 and 68.

Operation Before proceeding with a description of the details ofoperation of the signaling-system illustrated in Figs. 1 and 2, briefmention may be made of the signal-indications produced by the novelcontrol-mechanism with which the present invention mainly is concerned.

The control-mechanism I5 will under certain conditions, effect thesteady energization of the signal-lamps 52 and 53, while on otheroccasions the signal-lamp 54 will receive steady energization inconjunction with the pulsating or intermittent alternate energization ofthe signallamps 52 and 53 at frequencies which vary inversely withrespect to the forward speed of the vehicle. In other words, the rate ofenergizationimpulses to the signal-lamps 52 and 53 increasesprogressively with the progressive decrease in the speed of the vehicleand vice versa.

For purposes of making clear the operation of the signaling-systemillustrated in Figs. 1 and 2,

6 it may be assumed that the switch-blade 68 has previously beenmanually moved into engagement with the contact 61 and that the vehicleis moving forwardly at a rate of 55 .miles per hour, for instance.

It may further be assumed that the constantspeed electric motor 25 isdesigned to turn the drive-gear I6 at the same speed (though in anopposite direction) that the drive-gear would be driven by the vehicle,were the vehicle moving forwardly at the predetermined critical rate of45 miles per hour. Obviously, any other desired critical speed otherthan 45 miles per hour may be selected, but the said speed will servefor purposes of illustration,

Under the conditions above referred to, the drive-gear I5 will be drivenby the vehicle in the direction indicated by the arrow in Fig. 2, at agreater rate of speed than the electric motor 25 is turning thedrive-gear I6 in the opposite direction. Therefore, the driven-pinion il will actually bodily move in the same direction as the drive-gear I5and will correspondingly turn gearcarrying means (comprising the collarI2 and stud I3) and the control-shaft II.

Now since the control-cam 25 is rigidly mount ed upon the control-shaftII, the said controlcam will turn in the same direction as the drivegearI5 and in a counterclockwise direction as viewed in Fig. 1. It is to beunderstood, however, that the speed of rotation of the controlshaft IIand control-cam 28 will only be actually at one-half the rate of speedof the turning of the drive-gear I5 relative to the drive-gear I5.

As the control-cam 26 turns, as just above described, its cam-lugs 21will sequentially engage with the roller 28 of the actuating-lever 29and swing the said actuating-lever downwardly as viewed in Fig. 1. Thisdownward swinging movement will swing the switch-operating lever 30 in aclockwise direction against the tension of the spring 32 and the spring35 to flex the switcharm 39 upwardly and thus disengage the contact 40from the contact 4|. Due to the fact however that the switch-arm 62 isat this time out of engagement with the contact 6 3, no energization ofany of the signal-lamps 52, 53 or 54 will occur.

It is well to here note that as the actuatinglever 29 is being rocked,as above described, by the cam-lugs 21 the said cam-lugs are alsoengaging with the roller 33 of the actuating-lever M to rock the saidactuating-lever in a clockwise direction. This rocking movement of thesaid actuating-lever 34 will however not serve to move theswitch-operating lever 35, due to the one-way action of theactuating-lever 34.

Let it now be assumed that the operator of the vehicle depresses thebrake-pedal 53 to thereby permit the switch-arm 52 to engage with thecontact 66. This engagement will, through the circuit illustrated inFig. I serve to steadily energize both of the signal-lamps 52 and 53 andleave the signal-lamp 55 unenergized.

Now as the vehicle slows up by virtue of the application of the brakesby means of the brakepedal 53, as above described, the signal-lamps 52and 53 will remain steadily lighted until the speed of the vehicle fallsslightly below the predetermined critical speed of 45 M. P. H.

As soon as the vehicle speed falls slightly below the predeterminedcritical speed just above referred to, the drive-gear i6 will be turningat a speed greater than the speed of the Vehicledriven drive-gear I5,with the result that the driven-gear It will bodily move in the same 7direction as the said drive-gear IS. The bodilymovement of thedriven-gear l4 that was just referred to will cause the control-shaft iI to turn in a clockwise direction and hence will cause the control-camto similarly turn.

The clockwise turning movement of the control-cam 25 will cause thecam-lugs 21 thereof to sequentially rock the switch-operating lever in acounterclockwise direction to thus cause the inner end of the said leverto downwardly flex the switch-arm 44. The described downward flexing ofthe switch-arm 44 will engage the contact 58 with the contact 59 andsimultaneously engage the contact 4-5 with the contact 46. Theengagement of the contact 48 with the contact 49 will energize theelectromagnet 58, thus causing the same to pull both of its armatures 51and 6! toward it.

The attraction of the armature 5? as above described will engage thesaid armature with the contact 56 and thus complete a circuit throughthe elements 39, 40, 4i and 42 of the controlmechanism, to therebymaintain the said electromagnet 5B energized despite the fact that thecontacts 48 and 49 are being intermittently opened as the control-cam 26rotates. Thus, in efiect, the elements 56, 5'! and 58 provide alocklug-relay.

At the same time that the armature 5? engages with a contact 55, thecomplemental armature 61 of the electromagnet 58 will be swung up intoengagement with the contact 19, thereby simultaneously supplying currentto the signal-lamp 54 for the steady energization thereof and forenergizing the electromagnet 82,

The described energization of the electromagnet 32 will lift thearmature 85 into engagement with the contact 88 and thereby continue theflow of current to the signal-lamp 52. The de-- scribed upward movementof the armature 84 will break the circuit to the signal-lamp 53.

As the control-cam 26 continues to rotate, the switch-operating lever 35will swing in opposite directions as the cam-lugs 2i engage and movepast the roller 33, so that the electromagnet 82 will be intermittentlyenergized. This will cause the armature 86 to alternately engage thecontacts 85 and 88 to thereby alternately flash the signal-lamps 52 and53 at a relatively slow rate due to the fact that the vehicle has fallenin speed but a slight amount below the critical speed of M. P. H.referred to. During this a1- ternate energization of the signal-lamps 52and 53, it will be realized that the armature 51 has caused theelectromagnet 58 to remain energized, thus holding the complementalarmature 6! in engagement with the contact 79 as is required to maintainthe steady energization of the signal-lamp 54 and the ability of theelectromagnet 82 to respond to the opening and closing of the contacts45 and 45.

Now as the vehicle further slows down below the preselected criticalspeed of 45 M. P. H., the control-cam 26 will turn proportionatelyfaster (due to the increased difference in speed between the drive-gearsl5 and [6) with the effect of causing the rate of alternate energizationof the signal-lamps 52 and 53 to occur at an increasingly greater rateof speed as the speed of thevehicle decreases.

Now as the vehicle is brought to a stop, the drive-gear I5 will alsocome to a stop, while the complemental drive-gear l6 continues to rotateat its predetermined constant speed under the drive of the electricmotor 25. Thus the drivegear It will be rotating rapidly relative to thenow-stationary drive-gear l5, with the result that th driven-gear I4will bodily move around the control-shaft H at a relatively rapid rate(one-half the speed of the drive-gear l6) and thus similarly rotate thecontrol-shaft II and control-cam 26 to continue to cause the alternateenergization of the signal-lamps 52 and 53 at a nearmaximum frequency.This frequency will be exceeded only when the vehicle is moving inreverse, as will be presently described. It is to be noted that when thevehicle is at rest the signal-lamp 54 continues to be steadilyenergized, as has been the case as the speed has decreased fromapproximately 45 M. P. H.

Now when the vehicle is moving in reverse, the vehicle-driven drive-gearIE will be turned in the same direction as the direction in which thedrive-gear i6 is being driven by the electric motor 25. This will causethe even more rapid bodily movement of the driven-gear 4, with acorresponding increase in speed of the controlshaft H and thecontrol-cam 26.

This high speed of the control-cam 26 will cause the signal-lamps 52 and53 to be alternately energized at a relatively very rapid rate while thesignal-lamp 54 remains steadily en'- crgized. Now since under theconditions described when the car is being moved in reverse, thebrake-pedal 63 will not be depressed, it will be necessary to close thepushbuttom switch 10 in order to provide a path for the flow of currentfrom the storage-battery 69 to the wire 60.

Now let it be assumed that the operator of the vehicle desires to havethe vehicle start from rest and move forwardly, under which conditions,of course, the brake-pedal 63 will not be ordinarily depressed. Underthese conditions, the operation of the control-mechanism It will noteffect any energization of the signal-lamps 53 or 56, inasmuch as theswitch-arm 62 is at this time out of engagement with the contact 64.

If, however, during the start-up and acceleration of the vehicle,weather or other conditions should make it desirable to attract theattention of extraneous observers such as following drivers, theoperator of the vehicle may close the pushbutton switch l8 in lieu ofdepressing the brakepedal 63, to thereby supply current to thecontrolmechanism Hi.

Under the conditions just last described with the pushbutton switch '50closed, the signal-lamps 52 and 53 will be alternately energized at aprogressively decreasing rate as the speed of the vehicle increases,while the signal-lamp 54 will remain steadily energized.

As soon as conditions warrant, the operator of the vehicle may releasethe pushbutton switch 10 thereby stopping the described action of thesig nal-lamps 5'2, 53 or 5 5 which will not resume such action untilsuch. the operator depresses the brake-pedal 63 or again closes thepushbutton switch Hi.

Let it he assumed that the vehicle is movin forwardly at a speedslightly below the critical speed of 45 miles per hour on a down gradeand that the operator depresses the brake-pedal and that the vehicle,however, continues to accelerate. Under the conditions just referred to,the depression of the brake-pedal 53 will cause a supply of current toflow to the control-mechanism it, while the control-cam 25 rotates in aclockwise direction as viewed in Fig. 1. This rotation of the controlcamwill continue to cause the switch-operating lever 35 to rock and flexthe switch-arm 44 to cause the steady energization of the signal-lamp 54and the alternate energization of the signallamps 52 and 53 in themanner previously described.

Now as the forward speed of the vehicle passes above the critical speedof 45 miles per hour, the control-cam 26 will turn in a counterclockwisedirection as viewed in Fig. 1, with the result that the switch-operatinglever 35 will no longer flex the switch-arm 44, but the switch-operatinglever 30 will come into action to flex the switch-arm 30. The flexing ofthe switch-arm 39 will alter nately disengage and re-engage the contact40 with the contact II at a rate progressively increasing with theincreasing speed of the vehicle. The first disengagement of the contact30 from the contact M will de-energize the electromagnet 50, therebyreleasing the armature 51. The de-ener gization of the electromagnet 58also releases the armature 6|, thereby permitting the same to reengagewith the contact I'I, thereby-causing a steady supply of current to flowto both the signal-lamps 52 and 53, while depriving the signalla'mp 54of current. The subsequent re-engagemerit of the contact 40 with thecontact M will have no effect upon the signal-lamps 52, 53 or 54, whichlatter will continue in the condition last described until the speed ofthe vehicle again falls below the critical speed of 45 miles per hour.

The apparatus of Figs. 3 and 4 The signaling system illustrated in Figs.3 and 4 includes a control-mechanism generally designated by thereference character I and which includes a control-shaft II and relatedelements corresponding to those described in comiection with thesignaling system of Figs. 1 and 2 and respectively numbered from H to25, inclusive.

In the structure of Figs. 3 and 4 however, the control-cam 26 is omittedand replaced by a com trol-cam I01 having four (more or less) camlugsI02 projecting radially therefrom. Located outwardly with respect to thecontrol-cam IOI is a bearing I03, an eccentric-operating disc I04 and aratchet-wheel I05.

The ratchet-wheel I05 above referred to, is rigidly attached to theadjacent end of the controlshaft II and is engaged by a pawl I06 whichis pivotally mounted on the outer face of the disc I04. The said discI04 is so mounted upon the control-shaft II as to permit the latter toturn therein. Thus the control-shaft II, through the intermediary of theratchet-wheel I05 and pawl I06, will turn the eccentric-operating discI04 in a clockwise direction when the said control-shaft II is turned ina clockwise direction. When the control-shaft I I turns in acounterclockwise direction, however, the teeth of the ratchet-wheel I05will idly ride beneath the pawl I06 without effecting a similar rotationof the disc I04.

Adjacent its periphery the eccentric-operating disc I04 carries aneccentric stud I01 projecting in parallelism with the control-shaft IIand having the upper end of a link I08 pivoted to it. The lower end ofthe said link I08 is pivotally connected to a contact-actuating leverI09 carrying a roller I I0 at its free or swinging end. The said rollerH0 is adapted to sequentially engage and retire a series of lugs I I I,H2, H3 and H4 formed of insulating material, in a manner as Willhereinafter appear.

The lug III is carried by a flexible switch-arm H5 which is adapted tobe flexed into electrical engagement with an adjacent and parallelswitcharm H6. The lug H2 is mounted at the outer end of a flexibleswitch-arm I H which is adapted to be flexed into electrical engagementwith a switch-arm H8 extending parallel therewith. The switch-arms H5,H6, H1 and H8 extend in parallelism with each other and are held inspaced relationship and insulated from each other by a body ofinsulation generally designated by the reference character I IS.

The lug H3 is mounted upon the outer end of a flexible switch-arm I20which is adapted to be flexed into electrical engagement with anadjacent switch-arm I2I. The lug H4 is in turn mounted on the free endof a flexible switch-arm I22 which is adapted to be flexed intoengagement with an adjacent switch-arm I23. The switch-arms I20 to I23,inclusive, are held in spaced parallel relationship and insulated fromeach other by a body of insulation generally designated by the referencecharacter I24.

Mounted in the path of movement of the camlugs I02 of the control-camIOI is the inner end of an actuating-lever I25 pivoted substantiallymidway between its respective opposite ends. The said actuating-leverI25 is provided with two angularly disposed detent-surfaces I20 and I2!adapted to alternately engage with a detentlug I28 mounted on a U-shapeddetent-spring I28, as is clearly shown in Fig. 3.

The end of the actuating-lever I25 remote from the control-cam IOI isadapted to alternately engage with the substantially-radial op positewalls I30 and I3I of a clearance-notch I32 formed in the periphery of anoscillating contact-operating plate I33. The said plate I33 is formedwith a radially projecting lug I34 and with an arcuate series ofgear-teeth I35 formed upon the upper portion of its periphery. The saidteeth I35 are meshed into by similar teeth I36 formed upon the peripheryof the lower portion of a detent-lever I31 pivotally mounted adjacentthe contact-operating plate I33 and projecting away from the same.

Yieldingly interconnecting the upper portion of the detent-lever I31with a lower portion of the contact-operating plate I 33 is a helicaldetentspring I38. The swinging movement of the detent-lever I3'I andhence also the swinging movement of the contact-operating plate I 33 islimited by two spaced-apart stop-abutments I39 and I40 located adjacentthe relatively slender upper portion of the said detent-lever I31 as isshown in Fig. 3.

The lug I34 projectin from the periphery on the oscillatingcontact-operatin plate I33 is adapted to engage with and disengage from2. lug MI carried at the lower end of a flexible switcharm I42 which isadapted to be flexed into electrical engagement with a parallelswitch-arm I43. The said switch-arms I42 and I43 are held in spacedrelationship and insulated from each other by a body of insulationgenerally designated by the reference character M4.

The control-mechanism I00 which has been above described is adapted tocontrol the energizati on of five signal-lamps, respectively designatedby the reference characters I45 to I49 inclusive, or other suitableelectric signals in a manner as will hereinafter appear. The saidsignal-lamps are preferably mounted upon the exterior of the rear of avehicle.

The switch-arm I43 of the control-mechanism I00 is connected by means ofa wire I 50 to an el-ectromagnet I5I. The remaining terminal of theelectromagnet I5I is connected by means of a wire I52 to an armature I53and a contact I54. The said armature I53 islocated adjacent the lowerend of the electromagnet II so as to be swung upwardly thereby while thecontact I54 is located adjacent the free end of an armature I55.

The said armature I55 is located adjacent the upper end of anelectromagnet I56 which has one of its terminals connected to thearmature I55 and to a contact I51 by means of a wire I58. The contactI51 is adapted to be engaged by a pivotal switch-blade I59 andconstitutin together therewith what may be aptly termed a master switch.

The switch-blade I59 is connected by means of a wire I 60 to oneterminal of a storage-battery IGI, or other suitable source ofelectrical energy. Connected into the wire I58 so as to receive a supplyof current coincidentally with the engagement of the switch-blade I59with the contact I51 is a wire I02 leading to one terminal of theelectric motor 25 of the control-mechanism Ififlbefore referred to.

As above described, one terminal of the electromagnet I56 is connectedto the wire I58. The remaining terminal of the electromagnet I56 isconnected by means of a Wire I63 to a lockingarmature I64 and a pivotalswitch-arm I 65. The armature I64 is located adjacent the lower end ofthe electromagnet I56 in position to be attracted thereby while theswitch-arm I65 is located adjacent a brake-pedal I66 of an automobileorother vehicle.

The. switch-arm I65 is urged to swin down: wardly into engagement with acontact I 61 by means of a helical spring I68. The brake-pedal I66, ispivotally mounted at its lower end upon a bracket I69 and is yieldinglyurged to swing up wardly by a helical compression-spring I10, as isindicated in Fig. 3.

Bivotally. connected to the brake-pedal I66 ad-. jacent the free endthereof, is a brake-operatin plunger I1I provided with a collar I12which is adapted. to engage a. block of insulation I13 mounted on theunderside of the free end of the switch.- arm I65 before described.

When the brakemedall L6 6. i r ved of fo t pressure, the spring I is ofsufiicient, strength to, cause the collar I12 of the brake-operatingplunger I1I to elevate the free end of the switch-. I

arm I65. and thus disengage the free end of the samev from the contactI51.

To enable the operator of the vehicle tomanually energize the systemindependently of the electric circuit through the switch-arm I65 andcontact I51, a push-button switch I14 is interposed in a. wire I leadingfrom the wire I63 to ground.

To, render the signaling system operative independently of the operationof the brake-pedal I 66 or ofthe pushbutton switch I14, aso-calledmercury switch I16. may be employed, as shown in Fig. 3. Thesaid mercury switch is interposed inawire I11; leading from the wire I63to ground. Preferably, the said mercury switch I16- 01' its equivalentis inclined: so that when the vehicle is rapidly decelerated, the saidswitch I16 will close the circuit.

For the purpose of maintaining the electromagnet I56. in an energizedcondition until the accelerator of the car isoperated, and once thesaidelectromagnet has been energized by the oporation of the brake-pedalI66, the mercury switch. I15. or the pushbutton switch I14, thelocking-armature I164 is caused by the said electromagnet I55 to engagewith a contact I18 to eiTect an accelerator-controlled locking-circuit,as will be presently described. The purpose of the action just referredto is to insure that once the signaling system has been placed inoperation while the accelerator remains idle, the signaling system willremain energized until such time as the accelerator is depressed.

The contact I18. is connected by means of a wire I19 to a contact Iwhich is adapted to be engaged by a pivotal switch-arm I8I when thelatter is in its elevated position. The said switcharm I8I is mountedadjacent an accelerator-pedal I82 of the automobile or other vehicle,and is urged to swing downwardly out of engagement with the contact I80by means of a helical spring The. accelerator-pedal I82 is pivotallymounted at its lower end upon a bracket I84 and is yield-. ingly urgedin a direction required to elevate its free end, by means of a helicalcompressionspring I85.

Pivotally connected to the accelerator-pedal I82 is the upper end of athrottle-plunger I86 provided with a collar I81 which is adapted toengage a block of insulation I88. mounted on the underside of the freeend of the switch-arm I8I before described.

When the accelerator-pedal I82 is relieved of foot pressure, the springI85 is of sufiicient strength to cause the collar I81 of thethrottleplunger I86 to elevate the free end of the switcharm I8I intoengagement with the contact I80 and against the tension of the springI83.

Returning now to the armature I53: of the electromagnet I5I, it, will benoted by reference to Fig. 3 that when the said electromagnet I5I is notenergized, the said armature I53 is adapted to simultaneously. engagewith two contacts I89 and I90. On the other hand, when the electromagnetI5I is energized so as to swing the armature I53 upwardly, the saidarmature is adapted to simultaneously engage two contacts respectivelydesignated by the reference characters I9I. and I92.

The contact I89 above referred to is connected by means of a wire I93 tothe signal-lamp I48. The companion contact I is connected by means of awire I94 to the signal-lamp I45. Connected into the wire. I93 is a wireI95 extending to the flexible switch-arm I22. Similarly connected.intothe wire I94 is a wire I96 leading to the flexible switch-arm H5.

The contact I9I adjacent the armature I53 is connected by means of awire I91 to the switcharm II6. Connected into the wire I91 and extendingto the flexible switch-arm H1 is a wire I98. Also connected into thewire I91 is a wire I99 leading to the switch-arm. I23. Connected intothelast-mentioned wire I99 is a short wire 200 leading to theswitch-armI20.

The contact I92 adjacent the armature I53 is connected by means of awire 20I to the signal.- lamp I49.

Leading from the switch-arm I I8 to the signallamp I46 is a wire 202.The companion signallamp I41 is connected by means of a wire 203 to theswitch-arm I2I.

Operation The control-mechanism I00 will, under certain conditions,efiect the steady energization of the signal-lamps I45 and I48, whilethe remaining signal-lamps I46, I41 and I49 remain unenergized. On otheroccasions the signal-lamp I49 will receive steady energization inconjunction with the automatic sequential energization of thesignal-lamps I45, I46, I41 and I48 at frequencies which vary inverselywith respect to the forward speed of the vehicle. In other words, therate of repeating cycles of sequential energization of the signal-lampsI45 to I48 inclusive will progressively increase with a progressivedecrease in the speed of the vehicle and vice versa.

For purposes of making clear the operation of the signaling systemillustrated in Figs. 3 and 4, it may be assumed that theinstrumentalities are in the positions in which they are illustrated inFig. 3 with the exception that the switch-blade I59 is in engagementwith the contact I51 and that the contact-operating plate I33,detent-lever I31, actuating-lever I25 and flexible switch-arm I42 are inthe positions in which they are indicated by broken lines in Fig. 3. Itis to be still further assumed that the vehicle is moving forwardly at aspeed above the critical speed of 45 miles per hour or such othercritical speed as may have been predetermined.

Under the conditions above referred to, the drive-gear I5 of thecontrol-mechanism I66 will be driven by the vehicle in the directionindicated by the arrow in Fig. 4, and hence under the circumstances at agreater rate of speed than the electric motor 25 is at the time turningthe drivegear I6 in the opposite direction. Therefore, the driven-gearI4 will actually bodily move in the same direction as the drive-gear I5and will correspondingly turn the control-shaft II.

The described turning movement of the control-shaft II in acounterclockwise direction (as viewed in Fig. 3) will similarly turn thecontrol-cam IUI, which latter will keep moving its cam-lugs I62 past theadjacent end of the actuating-lever I25 without in any way affecting thecontact-operating plate I33 nor the elements shifted thereby.

During the described counterclockwise turning movement of thecontrol-shaft II and the control-cam IIJI, the ratchet-wheel I05 willidly ride beneath the pawl I66 without effecting the rotation of theeccentric-operating disc I94, with the result that the contact-actuatinglever I09 will not be moved from the position in which it is shown inFig. 3.

Let it now be assumed that the operator of the vehicle desires to slowthe vehicle down and for this purpose depresses th'e brake-pedal I 66and relieves the accelerator-pedal I82 of downward pressure. Thedownward pressure upon the brake-pedal I66 will permit the switch-armI65 to engage with its complemental contact I6! to complete the circuittherethrough. Under these conditions, the electromagnet I56 will beenergized to thereby attract both of its armatures I55 and I64. Thedownward movement of the armature I55 will engage the same with thecontact I54, thereby completing the circuit through both of the contactsI89 and I90. It may be here noted that the electromagnet I5I will underthese conditions, not be energized inasmuch as the flexible switch-arm I42 of the control-mechanism I06 is at this time out of electricalengagement with the switch-arm I43.

Under the circumstances just described, the engagement of the armatureI53 with the contacts I89 and I96 will cause both of the signal-lampsI45 and I46 to be steadily energized until the speed of the vehiclefalls slightly below the predetermined critical speed of 45 M. P. 1-1.

As soon as the vehicle speed fall slightly below the predeterminedcritical speed as just above referred to, the drive-gear I6 will beturning at a speed slightly greater than the speed of the vehicle-drivendrive-gear I5. This greater speed will result in bodily moving thedriven-gear I4 in the same direction as the drive-gear I6, thus causingthe control-shaft II to turn in a clockwise direct-ion. This clockwiseturning movement of the control-shaft II will similarly turn thecontrol-cam I6I and the eccentric-operating disc I04.

The described clockwise turning movement of the control-cam IQI willturn the actuating-lever 525 in a counterclockwise direction from theposition in which it is shown by broken lines in Fig. 3 into theposition in which it is shown in full lines in the same figure. Thecounterclockwise turning movement of the actuating-lever E25 will, inturn, impart a clockwise movement to the contact-operating plate 33,thus turning the same from the position in which it is shown by brokenlines in Fig. 3 into the position in which it is shown by full lines inthe same figure. The clockwise turning movement of the plate I33 willcause the reverse movement of the detent-lever I37 in a counterclockwisedirection from the position in which it is indicated by broken lines inFig. 3 into the position in Which it is shown by full lines in Fig. 3.

As the contact-operating plate I33 and the detent-lever I3! are turnedcoincidentally, as above described, the respective opposite ends of thedetent-spring I38 will be positively moved from right to left pastdead-center, i. e., past a line extending vertically between therespective axes of the two said elements I33 and I31.

As soon as the respective opposite ends of the detent-spring I33 aremoved past dead-center, the said detent-spring I38 will act to snap theelements fully over into the positions in which they are shown by fulllines in Fig. 3, thereby flexing the switch-arm I42 into electricalengagement with the switch-arm I 43. The said elements will remain inthe positions in which they are shown in Fig. 3 until such time as thecontrolcam IBI is turned in an opposite direction to shift the saidelements back into the positions in which they .are indicated by brokenlines in Fig. 3.

The electrical engagement between the switcharm I42 and I43 will serveto energizethe electromagnet I5I, thereby causing the same to lift itsarmature I53 out of engagement with the contacts I89 and I96 and intocoincidental engagement with the contacts I9! and I92.

The disengagement of the armature I53 fro-m the contacts I89 and I99will de-energize the si nal-lamps I45 and I48 and will remain so untilagain energized in a manner as will hereinafter be described.

Substantially coincidentally with the turning of the actuating-lever I25as above described, the eccentric-operating disc I64 will, through theintermediary of the link I68, lift the contact-actuating lever I 69 fromthe position in which it is shown by full lines in Fig. 3 into theposition indicated by the upper broken lines in the same figure. Inmoving as just described, the roller IIll of the contact-actuating leverI99 will first engage with the lug IIZ .to flex the switch-arm II'I intoelectrical engagement with the switcharm H8, thereby energizing thesignal-lamp I46 for a time interval of relatively long duration. Theroller III will pass upwardly out of engagement with the lug H2 and willultimately reach a position in engagement with the lu I I3, there- 15 byflexing the switch-arm H into electrical engagement with the switch-armH6, thereby energizing the signal-lamp I45.

After engaging with the lug III, the roller III will be reversed indirection by the action of the eccentric-stud I01 and will start to movefrom the position in which it is indicated by the upper broken lines inFig. 3 into the position in which it is indicated by the lower brokenlines in the same figure.

In moving as above described, the roller IIll will sequentially engagethe lugs H2, H3 and H4 to sequentially energize the signal-lamps I46,I41 and I48 for relatively long periods. The roller I III will nowreverse its direction and energize the signal-lamps just referred to inthe reverse order.

Thus, by the action of the roller H6 as above described, the series offour signal-lamps I 45, I 48, I41 and I48 will be energized one afterthe other in the order named and then again energized in the reverseorder from that named.

During the period of time that the signal-lamps I45 to I48 inclusive arebeing sequentially energized, as above described, the signal-lamp I49will be steadily energized, due to the engagement of the armature I53with the contact I92 during all of this period.

As the vehicle continues to slow down, the cycles of sequentialenergization of the signalla'mps I45, I43, I41 and I48 will occurproportionately more rapidly.

Now as the vehicle is brought .to a stop, the drive-gear I5 will alsocome to a stop, While the complemental drive-gear It continues to rotateat its predetermined constant speed under the drive of the electricmotor 25. Thus, the drivegear I6 will be rotating rapidly relative tothe now-stationary bevel-gear I5, withthe result that the driven-gear I4will bodily move about the control-shaft II at a relatively rapid rateand thus similarly rotate the said control-shaft II and theeccentric-operating disc I 64 to continue to cause the sequentialenergization of the signallamps I45 to I48 inclusive at near-maximumfrequency.

Despite the change in the rapidity of the cycles of sequentialenerglza-tion of the signal-lamps I45 to I46 inclusive, the signal-lampI49 will remain steadily energized.

Now in the normal course of events, the operator of the vehicle willrelieve the brake-pedal I66 of pressure, thus permitting the same toswing upwardly and cause the switch-arm I65 to move out of engagementwith the contact I61. This breaking of the circuit at the point justdescribed will not, however, deprive the circuit of energy, since atthis time the locking armature I54 will be still held in engagement withthe contact I18 until such time as the accelerator-pedal I32 isdepressed, as will presently be described.

Thus, while the vehicle is at rest and despite the fact that thebrake-pedal I66 is no longer being depressed, the sequentialenergization of the signal-lamps I45 to I48 inclusive and the steadyenergization of the signal l'amp I49 will continue.

After having been brought to a stop andshould it be desired to cause thevehicle to reverse, the operator would normally depress theacceleratorpedal I82, thereby causing the switch-arm I=8I to disengagefrom the contact I60, thereby depriving the signaling system of currentvia this portion of the circuit, thoughthe operator would or- 16d'inarily maintain the circuit energized by closing the pushbuttonswitch I14.

With the signaling system still supplied with energy and with thevehicle moving in reverse, as above described, the frequency of thecycles of sequential energization of the signal-lamps I to I48 inclusivewill increase in rapidity beyond any rate previously described, whilethe signal-lamp I49 will still remain steadily energized.

The pushbutton switch I14 may be utilized at any stage of the operationof the vehicle to energize the signaling system independently of theposition of the brake-operated switch-arm I65, and theaccelerator-operated switch-arm I81. It may be explained in thisconnection, however, that should the pushbutton switch I14 be closedwhile the accelerator-pedal I82 is free of foot pressure, the lockingarmature I64 will maintain the signaling system energized, despite therelease of the pushbutton switch I14, until such time as theaccelerator-pedal I82 is depressed.

Any rapid deceleration of the vehicle will cause the mercury switch I16or its equivalent, to function to energize the signaling system and thuscause the operation of the same independently of the brake-operatedswitch-arm I65 and the accelerator-operated switch-arm 'IBI. Thus, themercury switch I16 under conditions just described, will perform in thesame manner as that described for the push-button switch I14.

The apparatus of Figs. 5 and 6 In Figs. 5 and 6 is illustrated amodified form of signal-control mechanism to replace the beveldriven-gear I4 and the bevel drive-gears I5 and 16.

In Figs. 5 and 6, the control-shaft II has rigidly mounted on itscentral portion a doublearmed gear-carrier 215 respectively carrying atits diametrically-opposite extremities, a pair of pinion-likedriven-gears 2I'I-2I I. Meshing into the inner portion of thedriven-gears 2| I-2 II is a drive-gear 2| 2 having a hub 2| 3 and'together therewith mounted upon the control-shaft I I with capacity forrotation with respect to the said control-shaft. The hub 213 has itsperiphery cut to provide a worm-wheel 2I4 into which may be meshed amotor-driven worm such 'as ,23 particularly well shown in Figs. 2 and 4.

Meshing into the outer portions of the drivengears 2| I--2I'I is asecond drive-gear 2J5 having internal teeth as shown. The saiddrive-gear 215 is provided with a hub H6 and together therewith ismounted upon the control-shaft II with freedom for rotation with respectthereto. The periphery of the hub 2 I6 is cut to provide a worm-wheel2I1 into which may be meshed a vehicle-driven worm such as I9 in amanner corresponding to that shown particularly well in Figs. 2 and 4.

The control-shaft Il may have attached thereto either thecontrol-cam 26of Figs. 1 and 2 or the elements "[01 to I08 inclusive as illustrated inFigs. 3 and 4, or such other translating mechanism, as may be'desired.

With the drive-gears 2I2 and 2I5 turned in opposite directions (one by'a constant-speed motor such as 25, and the other by the vehicle), thedriven-gears 2II--2II will have their respective axes remain stationaryas long as the respective peripheral speeds of the drive-gears 2I2 andthe drive-gear 215 correspond.

As soon, however, as a variation in the respective peripheral speeds ofthe drive-gears 2I2 and 2l5 occurs, the gear-carrier 2H] and hence,also, the control-shaft II will be turned in a manner corresponding tothat previously described in connection with the movements of thecollars l2 and I3.

For purposes of clarity of description, each of the elements I l, l5,l6, 2H, H2 and 235 or their equivalents, has been referred to as a gearsince each is provided with actual gear-teeth as is preferred. It is tobe understood, however, that the use herein and in the accompanyinclaims, of the said term gear is intended to include toothless membersor elements which have only frictional engagement. i

From the foregoing it will be seen that by employing a differentialmechanism like that provided by the driven-gear I 4, drive-gears l5 andIE, or by the driven-gears 2H2i l and drivegears H2 and 2l5, it ispossible to provide vehicle with an automatic signaling system whichproduces the signaling effects of outstanding contrasts above described.Among the various sig naling effects is to be particularly noted thefact that the rate of the intermittent signal produced is in inverseproportion to the forward speed of the vehicle, thus providing anextraneous observer with signal indications of a character which becomesmore conspicuous as conditions require more cautious conduct on the partof extraneous observers.

It will further be noted that by means of the interaction of theelements l4, l5 and I6 of the control-mechanisms 10 or I00, or by theinteraction of the elements 2| H2 and 215, not only is it possible toproduce the intermittent signals just above referred to, but to alsoproduce the variety of signals above described to indicate speeds aboveor below a critical speed and also to indicate the slowing-down of thevehicle, without requiring a complex and expensive mechanish to achievethese various results.

The invention may be carried out in other specific ways than thoseherein set forth without departing from the spirit and essentialcharacteristics of the invention, and the present embodiments are,therefore, to be considered in all respects as illustrative and notrestrictive, and all changes coming within the meaning and equivalencyrange of the appended claims are intended to be embraced therein.

I claim:

1. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism comprising a firstdrive gear-unit, a second drive gear-unit and a driven gear-unitinterconnecting the other two gear-units; connecting-means forconnecting the said first drive gear-unit to the running-gear of avehicle for being driven by the latter; substantially-constant-speeddrive-means independent of the running speed of the vehicle andconnected to the said second drive gear-unit to cause the latter to urgethe driven gear-unit in a direction opposite to which the same is urgedby the first drive gear-unit when the vehicle is moving forwardly; andtranslating-means operatively interposed between the said signal-meansand the said driven gear-unit and constructed and ar ranged to cause theoperation of the said signal-mcans when the latter gear-unit is moved inone direction by difierences in relative speed between the other twogear-units and to idle without causing the operation of the saidsignalmeans when the said driven gear-unit is moved in the otherdirection.

2. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism comprising a firstdrive gear-unit, a second drive gear unit and a driven gear-unitinterconnecting the other two said gear-units; connecting-means forconnecting the said first drive gear-unit to the running-gear ofavehicle for being driven by the latter; substantially-constant-speeddrive-means independent of the running speed of the Vehicle andconnected to the said second drive gear-unit to cause the latter to urgethe driven gear-unit in a direction opposite to which the same is urgedby the first drive gear-unit when the vehicle is moving forwardly; acontrol-unit having actuatinglug means and operatively associated withthe said driven gear-unit to be moved in opposite directions thereby asthe last-mentioned gear-unit is moved by differences in relative speedbetween the other two gear-units; signal-actuating means associated withthe said control-unit and including a signal-operating member and anactuating-member operatively associated with the said signal-operatingmember and having a portion engageable by the actuating-lug means of thesaid control-unit, the said actuating-member being constructed andarranged to shift the said signal-operating member when moved in onedirection by the said actuating-lug means and to idly move with respectto the said signaloperating member when the actuating-member is moved inthe opposite direction by a reverse movement of the said actuating-lugmeans; and signal-means operated by the said signal-operating member.

3. An automatic signal-mechanism for automobiles and other vehicles,including in combination: difierential-mechanism comprising a firstdrive gear-unit, a second drive gear-unit and a driven gear-unitinterconnecting the other two said gear-units; connecting-means forconnecting the said first drive gear-unit to the runninggear of avehicle for being driven by the latter; substantially-constant-speeddrive-means independent of the running speed of the vehicle andconnected to the said second drive gear-unit to cause the latter to urgethe driven gear-unit in a direction opposite to which the same is urgedby the first drive gear-unit when the vehicle is moving forwardly; acontrol-unit having actuating-lug means and operativel-y associated withthe said driven gear-unit to be moved in opposite directions thereby asthe last-mentioned gear-unit is moved by differences in relative speedbetween the other two gear-units; signal-actuating means associated withthe said controlunit and including a switch-member and anactuating-member operatively associated with the said switch-member andhaving a portion engageable by the actuating-lug means of the saidcontrol-unit, the said actuating-member being constructed and arrangedto shift the said switch-member when moved in one direction by the saidactuating-lug means and to idly move with respect to the saidswitch-member when the actuating-member is moved in the oppositedirection by a reverse movement of the said actuating-lug means; and anelectric signal controlled by the said switch-member.

4. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism comprising a firstdrive gear-unit, a second drive gear-unit and a driven gear-unitinterconnecting the other two said gear-units; connecting-means forconnect- 1% ing the said first drive gear-unit to the runninggear of avehicle for being driven by the latter; substantially-constant-speeddrive-means independent of the running speed of the vehicle andconnected to the said second drive gear-unit to cause the latter to urgethe driven gear-unit in a direction opposite to which the same is urgedby the first drive gear-unit when the vehicle is moving forwardly; acontrol-unit having actuating-lug means and operatively associated withthe said driven gear-unit to be moved in opposite directions thereby asthe last-mentioned gear-unit is moved by differences in relative speedbetween the other two gear-units; first signal-actuating meansassociated with the said control-unit and including a signal-operatingmember and a complemental actuating-member operatively associated withthe said signaI-operating member and having a portion engageable by theactuating-lu means of the said controlunit, the said actuating-memberbeing constructed and arranged to shift its said complementalsignal-operating member when moved in one direction by the saidactuating-lug means and to idly move with respect to the saidsignal-operating member when the actuating-member is moved in theopposite direction by a reverse movement of the said actuating-lugmeans; second signal-actuating means also associated with the saidcontrol-unit and including a signal-opcrating member and a complementalactuatingmember operatively associated with the said signal-operatingmember and having a portion engageable by the actuating-lug means of thesaid control-unit, the said actuating-member being constructed andarranged to shift its said complemental signal-operating member whenmoved in one direction by the said actuating-lug means and to idly movewith respect to its complemental signal-operating member when theactuating-member is moved in the opposite direction by a reversemovement of the said actuating-lug means; the respective idle movementsof the two actuating-members being in response to the respectiveopposite movements of the said actuating-lug means.

5. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism comprising a firstdrive gear-unit, a second drive gear-unit and a driven gear-unitinterconnecting the other two said gear-units; connecting-means forconnecting the said first drive gear-unit to the runninggear of avehicle for being driven by the latter; substantially-constant-speeddrive-means independent of the running speed of the vehicle andconnected to the said second drive gear-unit to cause the latter to urgethe driven gear-unit in a direction opposite to which the same is urgedby the first drive gear-unit when the vehicle is moving forwardly; acontrol-unit having actuating-lug means and operatively associated withthe said driven gear-unit to be moved in opposite directions thereby asthe last-mentioned gear-unit is moved by differences in relative speedbetween the other two gear-units; first signalactuating means associatedwith the said control-unit and including a switch-member and acomplemental actuating-member operatively associated with the saidswitch-member and having a portion engageable by the actuating-lug meansof the said control-unit the said actuating-member being constructed andarranged to shift its said complemental switch-member when moved in onedirection by the said actuating- 20 lug means and to idly move withrespect to the said switch-member when the actuating-member is moved inthe opposite direction by a reverse movement of the said actuating-lugmeans; second signal-actuating means also associated with the saidcontrol-unit and including a switchmember and a complementalactuating-member operatively associated with the said switch-member andhaving a portion engageable by the actuating-lug means of the saidcontrol-unit, the said actuating-member being constructed and arrangedto shift its said complemental switchmember when moved in one directionby the said actuating-lug means and to idly move with respect to itscomplemental switch-member when the actuating-member is moved in theopposite direction by a reverse movement of the said actuating-lugmeans; the respective idle movements of the two actuating-members beingin response to the respective opposite movements of the saidactuating-lug means.

6. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gearunits interconnecting the other two of saidgearunits; the three said gear-units being constructed and arranged tocause the two said drive gear-units to respectively urge the said drivengear-unit in opposite directions and to cause the said driven gear-unitto move in one direction when the efiective driving-speed of the saidfirst drive gear-unit exceeds the effective drivingspeed of the saidsecond drive gear-unit and to cause the said driven gear-unit to move inthe opposite direction when the effective drivingspeed of the seconddrive gear-unit exceeds the effective driving-speed of the first drivegearunit; connecting-means for connecting one of the said drivegear-units to the running-gear of the vehicle for being driven thereby;substantiallyconstant-speed drive-means independent of the running speedof the vehicle and connected to the other of said drive gear-units toturn the same; signal-control means; one-way drivemeans operativelyinterconnecting the said signal-control means with the said drivengearunit and constructed and arranged to actuate the said signal-controlmeans only when .the driven gear-unit is moved in one direction and toidle when the driven gear-unit is moved in the opposite direction; andsignal-means controlled by the said signal-control means.

'7. An automatic signal-mechanism for automobiles and other vehicles,including in combination: a differential-mechanism which includes afirst drive gear-unit, a second drive gear-unit and a driven gear-unitwith one of the said gearunits interconnecting the other two of saidgearunits; connecting-means connecting the said first drive gear-unit tothe running-gear of a vehicle for being driven thereby;substantiallyconstant-speed drive-means independent of the running speedof the vehicle and connected to the said second drive gear-unit to causethe latter to urge the said driven gear-unit in a direction opposite towhich the same is urged by the said first drive gear-unit when thevehicle is moving forwardly; signal-means; and translating-meansoperatively interposed between the said signal-means and the said drivengear-unit.

8. An automatic signal-mechanism for automobiles and other vehicles,including in combination: a differential-mechanism which includes a.

first drive gear-unit, a second drive gear-unit and a driven gear-unitwith one of the said gear-units interconnecting the other two of saidgear-units; connecting-means connecting the said first drive gear-unitto the running-gear of a vehicle for being driven thereby;substantially-constantspeed drive-means independent of the running speedof the vehicle and connected to the said second drive gear-unit to causethe latter to urge said driven gear-unit in a direction opposite towhich the same is urged by the said first drive gear-unit when thevehicle is moving forwardly; signal-means; and translating-meansoperatively interposed between the said signal-means and the said drivengear-unit and constructed and arranged to cause the operation of thesaid signalmeans when the driven gear-unit is moved in one direction andto idle without causing the operation of the said signal-means when thesaid driven gear-unit is moved in the other direction.

9. An automatic signal-mechanism for automobiles and other vehicles,including in combination: a difierential-mechanism comprising a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gearunits interconnecting the other two said gearunits;connecting-means connecting the said first gear-unit to the running-gearof a, vehicle for being driven by the latter;substantially-constantspeed drive-means independent cf the running speedof the vehicle and'connected to the said second drive gear-unit to causethe latter to urge the said driven gear-unit in a direction opposite towhich the same is urged by the first drive gear-unit when the vehicle ismoving forwardly; electrically responsive signal means; switchmeanscontrolling the said signal-means; and translating-means operativelyinterposed between the said switch-means and the said driven gearunitand constructed and arranged to maintain the said switch-means in itson-condition when the driven gear-unit is moved in one direction bydifi'erences in speed between the other two gearunits and to maintainthe said switch-means in its off-condition when the said drivengear-unit is moved in the other direction.

10. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gear-units interconnecting the other two of saidgear-units; the three said gear-units being constructed and arranged tocause the two said drive gear-units to respectively urge the said drivengear-unit in opposite directions and to cause the said driven gear-unitto move in one direction when the efiective driving speed of the saidfirst drive gear-unit exceeds the effective driving speed of the saidsecond drive gear-unit and to cause the said driven gear-unit to move inthe opposite direction when the eifective driving speed of the saidsecond drive gear-unit exceeds the effective driving speed of the saidfirst drive gear-unit; connectingmeans for connecting one of the saiddrive gearunits to the running-gear of a vehicle for being driventhereby; substantially constant speed drive-means operatingindependently of the runing speed of the vehicle and connected to theother of the said drive gear-units for driving the same; electricallyresponsive signal means; switchmeans controlling the energization anddeenergization of the said signal-means; and translating-meansoperatively associated with the said driven gear-unit and the saidswitch-means, the

said translating-means being constructed and arranged to maintain thesaid switch-means in one position to energize the said signal-means whenthe said driven gear-unit is moved in one direction and to maintain thesaid switch-means in another position to deenergize the said signalmeanswhen the said driven gear-unit is moved in the opposite direction.

11. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gear-units interconnecting the other two of saidgear-units; the three said gear-units being constructed and arranged tocause the two said drive gear-units to respectively urge the said drivengear-unit in opposite directions and to cause the said driven gear-unitto move in one direction when the efiective driving speed of the saidfirst drive gear-unit exceeds the effective driving speed of the saidsecond drive gear-unit and to cause the said driven gear-unit to move inthe opposite direction when the efiective driving speed of the saidsecond drive gear-unit exceeds the efiective driving speed of the saidfirst drive gear-unit; connectingmeans for connecting one of the saiddrive gearunits to the running-gear of a vehicle for being driventhereby; substantially constant-speed drive-means operatingindependently of the running speed of the vehicle and connected to theother of the said drive gear-units for driving the same; firstsignal-operating means; first translating-means operatively associatedwith the said driven gear-unit and the said first signal-operatin'gmeans, the said first translating-means being constructed and arrangedto efiect the opertion of the said first signal-operating means; secondsignal-operating means; second translat- I; ing-means operativelyassociated with the said driven gear-unit and the said secondsignal-operating means, the said second translating-means beingconstructed and arranged to maintain the said second signal-operatingmeans in one position when the said driven gear-unit is moved in onedirection and to maintain the said second signal-operating means inanother position when the said driven gear-unit is moved in the oppositedirection; and signal-means operatively associated with and controlledjointly by the said first signal-operating means and the said secondsignal-operating means.

12. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gear-units interconnecting the other two of saidgear-units; the three said gear-units being constructed and arranged tocause the two said drive gearunits to respectively urge the said drivengearunit in opposite directions and to cause the said driven gear-unitto move in one direction when the effective driving speed of the saidfirst drive gear-unit exceeds the eifective driving speed of the saidsecond drive gear-unit and to cause the said driven gear-unit to move inthe opposite direction when the efiective driving speed of the saidsecond drive gear-unit exceeds the effective driving speed of the saidfirst drive gear-unit; connecting-means for connecting one of the saiddrive gear-units to the running-gear of a vehicle for being driventhereby; substantially-constantspeed drive-means operating independentlyof the running speed of the vehicle and connected to the other of thesaid drive gear units for driving thesame; first switch-means; firsttranslating-means operatively associated with the said driven gear-unitand the said first switch-means,

the said first translating-means being constructed and arranged toeffect the operation of the said first switch-means; secondswitch-means;

second translating-means operatively associated with the said drivengear-unit and the said second switch-means, the said secondtranslatingmeans being constructed and arranged to maintain the saidsecond switch-means in one position when the said driven gear-unit ismoved in one direction and to maintain the said second switchmeans inanother position when the said driven gear-unit is moved in the oppositedirection; and electrically-responsive signal-means operativelyassociated with and controlled jointly by the said first switch-meansand the said second switchmeans.

13. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gearunits interconnecting the other two of saidgearunits; the three said gear-units being constructed and arranged tocause the two said drive gearunits to respectively urge the said drivengearunit in opposite directions and to cause the said driven gear-unitto move in on direction when the effective drivin speed of the saidfirst drive gear-unit exceeds the effective driving speed of the saidsecond drive gear-unit and to cause the said driven gear-unit to move inthe opposite direction when the effective driving speed of the saidsecond drive gear-unit exceeds the effective driving speed of the saidfirst drive gear-unit; connecting-means for connecting on of the saiddrive gear-units to the running-gear of a vehicle for being driventhereby; substantially-constantspeed drive-means operating independentlyof the running speed of the vehicle and connected to the other of thesaid drive gear-units for driving the same; first switch-means; firsttranslating-means operativel associated with the said driven gear-unitand the said first switch-means, the said first translating-means beingconstructed and arranged to effect the operation of the said firstswitch-means only when the said driven gearunit is moved in onedirection; second switchmeans; second translatingmeans operativelyassociated with the said driven gear-unit and the said secondswitch-means, the said second translating-means being constructed andarranged to maintain the said second switch means in one position whenthe said driven gear-unit is moved in one direction and to maintain thesaid second switch-means in another position when the said drivengear-unit is moved in the opposite direction; andelectrically-responsive signal-means operatively associated with andcontrolled jointly by the said first switch-means and the said secondswitch-means.

14. An automatic signal-mechanism for automobiles and other vehicles,including in combination: differential-mechanism which includes a firstdrive gear-unit, a second drive gear-unit and a driven gear-unit withone of the said gearunits interconnecting the other two of saidgearunits; the three said gear-units being constructed and arranged tocause the two said drive gearunits to respectively urge the said drivengearunit in opposite directions and to cause the said driven gear-unitto move in one direction when the effective driving speed of the saidfirst gearunit exceeds the effective driving speed of the said seconddrive gear-unit and to cause the said driven gear-unit to move in theopposite direction when the effective driving speed of the said seconddrive gear-unit exceeds the effective driving speed of the said firstdrive gear-unit; connecting-means for connecting one of the said drivegear-units to the running-gear of a vehicle for being driven thereby;substantially-constantspeed drive-means operating independently of therunning speed of the vehicle and connected to the other of the saiddrive gear-units for driving the same; electrically-responsive signa1-means; first switch-means, second switch-means and third switch-means;translating-means operatively associated with the said driven gearunitand the said first switch-means, second switch-means and thirdswitch-means, the said translating-means being constructed and arrangedto effect repeating cycles of operation of the said first switch-means,the said translatingmcans also being constructed and arranged to effectrepeating cycles of operation of the said second switch-means only whenthe said driven gearunit is moved in one direction and to effectrepeating cycles of operation of the said third switch-means only whenthe said driven gearunit is moved in the opposite direction; fourthswitch-means and fifth switch-means; an electromagnet operativelyassociated with the said fourth switch-means and fifth switch-means andcontrolling the operation thereof; an energizing circuit for the saideelctromagnet, the said energizing circuit being rendered effective toenergize the said electromagnet by the operation of the said secondswitch-means; and a lockingcircuit for the said electromagnet includingthe said third switcl1-means and the said fourth switch-means, the saidlocking-circuit being constructed and arranged to continue theenergization of the said electromagnet subsequent to the initialenergization. thereof by the said energizingcircuit and independentlyofthe operation of the said second switch-means; the energization of thesaid electromagnet in turn actuating the said fifth switch-means intoits operative position thereby rendering effective the operation of thesaid first switch-means to provide repeating cycles of energization anddeenergization of the said signalmeans; the operation of the said thirdswitchmeans in turn effecting the deenergization of the saidelectromagnet which restores the said fifth switch-means to itsinoperative position thereby rendering ineffective the operation of thesaid first switch-means to energize the said signalmeans.

HENRY SPICER DAVIS.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 706,554 Hall Aug. 12, 19021,851,498 Doane Mar. 29, 1932 2,030,246 Davis Feb. 11, 1936

